Railway braking apparatus



Jan 31, 1933. H. L. BONE RAILWAY BRAKING APPARATUS Original Filed March24, '1951 INVENTOR'. llnbel'z L .30120 ATTORNEY.

7 H RQ z 4 A S R Q SQ 111 L Ii VTLP q KRIlIQNG C G I l I 1 \H Y SXM W Ms k x h? NWW 4.x Q Q Q WNW w W Q w 5 TL E 5 T g g E g Patented Jan. 31,1933 UNITED STATES PATENT OFFICE.

HERBERT L. BONE, or swIssvALn'rENNsYLvANIA, ssmNoR' TO THE UNION swr'rcn& SIGNAL commmzor SWISSVALE, PENNSYLVANIA, A CORPORATION or PENN-SYLVANIA Original application filed March 24, 1931, Serial No. 524,782.Divided and this application filed July 14,

1932. Serial My invention relates to railway braking apparatus, andparticularly to braking apparatus of the type comprising braking barslocated'in the trackway adjacent a track rail and arranged to be movedat times into en-- gagementwith the Wheels of a car or vehicle. 5 I

The present application is a division of my copending application SerialNo. 524,7 82, filed Mar'chf24, 1931, for railway braking apparatus.

I will describe one form of braking appaw ratus embodyingmy invention,and will then point out the novel features thereof in clalms.

In the accompanying drawing, Fig. 1 is a. top plan view showing one railof a railway track having associated therewith braking apparatusembodying my invention. Fi 2 is a transverse sectional view, of thebraklng apparatus illustrated in F ig. '1, showing on a somewhat largerscale the positionswhich the partsoccupy when the braking'apparatus isengaging the car wheel. Fig. 3 is an enlarged detail view of a portionof the apparatus illustrated in Fig. 1. Fig. 4 is a sectional viewtakenon theline IVIV of Fig. 3. F ig.'5 is a sectional view taken on, theline VV of Fig. 3. Similar reference characters refer to similar partsin each of the several views.

Referring first to Fig. 1, the reference character 1 designates arailway track rail'which is supported by tie plates 2 secured to theusual cross ties 3, and along which cars normally move in the directionindicated by the arrow. Located on (apposite sides of rail 1 are twobraking bars and C, each comprisinga plurality of beamsections 6. Eachbeam section 6 is provided with the usual wheel engaging shoe 7.Pivotallysupported in the trackway adjacent each beam section 6 are aplurality of trunnions D. Each trunnion D is connected with the adjacentbeam section by means of a resilient link G, the linksG being disposedat acute angles with the rail in such manner that movements of the beamsections in directions parallel to the track rail will result inmovement of the sections toward and away from the rail, that is tosay,'into the closed and open positions RAILWAY BRAKING APPARATUS of thebraking apparatus. The construction of the links G is such, and the beamsections are supported in such manner, that when the braking bars are intheir clos'edpositions and a'beam section is engaging a car wheel,thereby causing the springs of the links which are connected with suchbeam section to become compressed, a limited amount of tipping of thisbeam section will take place as illusbraking bar B. It will be apparent,therefore, that clockwise movement of crank 10 will move theintermediate section 6 of braking bar B toward the left as viewed inFig. 1.

In similar manner, crank 11 is connected withthe intermediate section 6of braking bar C by means of a driving link 21 so that this intermediatesection will move toward the left, as .viewedin Fig.v 1, when crank 11rotates in a counter-clockwise direction. The free arms of'the cranks 10and 11 are intended to be connected by means of links 15, withsuitableoperating mechanism for rotating the cranks simultaneously in oppo-,

site directions,such for example, as the operating mechanism shown anddescribed in mygU nited States Letters Patent No..1,812,- 191, grantedon-June 30, 1931, for railway braking apparatus. This operatingmechanism is omitted from the drawing since it forms no part of mypresent invention.

The beam sections of each braking bar are connected together at theiradjoining ends by suitable articulated connections. embodying myinvention, in such manner that move- .so; I

ments, in directions parallel to the rail 1, of p the intermediatesection 6 which are operated by the cranks 10'and11, will cause.corresponding movements of all of the sections of the associatedbraking bar. One form of articulated connection which maybe em ployedfor this purpose is shown in detail in Figs. 3, 4 and 5. As here shown,each 5 beam section is provided at one end, preferably the entering end,with an integral web 16 having an integral upstanding circular pin orpost ltl which enters a bushed circular recess or socket 17 located inthe underside of a projecting portion 17 formed on the adjoining end ofthe adjacent beam section. To relieve the lateral strain on the post 16due to the previously described tipping of the beam sections when thebeam sections are engaging a car wheel, the web of each section is alsoprovided with a laterally projecting abutment 19 which engages acorresponding abutment 2O formed onthe adjoining end of the adjacentbeam section. 2%? iVith the apparatus constructed in this manner, itwill be apparent that if crank is rotated in a clockwise direction andcrank 11 in a counter-clockwise direction, as described hereinbefore,the braking bars B lizijand C will each move toward the left as a unit,but that, if crank 10 is rotated in a counter-clockwise direction andcrank 11 in a clockwise direction, the braking bars B and C will theneach be moved toward the right auras a unit. Furthermore, it willalso beapparent, that when the braking bars are in heir closed positions, and acar wheel is about to pass from a given beam section to the beam sectionnext in advance, the entersliring end of the beam section neXt advancewill not only be forced away from the rail the same distance as theleaving end of the given section, but will also be tipped or raisedapproximately the same amount as ;;the given beam section is raised byengagement with the car wheel. As a result, when the car. wheels passfrom one beam section to the next, there is no shock either to the carwheels or to the braking apparatus so that a ;:more effective brakingaction takes place, and the life of the apparatus is greatly lengtheneddue to decreased strain.

One at vantage of braking apparatus embodying my'invention is that thebeam secfiotions, in addition to performing their nor mal function whichis to operate the brake shoes, also form part of the operating mech-.anism of the apparatus. This makes the use of driving bars andcomplicated driving ;.mechanism unnecessary and permits a greater accessto the crank structures and associated parts. Furthermore, by reducingthe number of operating parts to a minimum, it reduces. the amount offriction in the braking so apparatus, thereby permitting a reduction inthe. amount of power which must be provided to operate the apparatus. Inaddition, the number of parts subject .to wear-is reduced, and the costof manufacture is also reduced. Although; I have herein shown anddescribed only one form of railway braking apparatus, it is understoodthat various changes and modifications may be made therein within thescope of the appended claims without departing from the spirit and scopeof my invention.

Having thus described my invention, what I claim is 1. As a new articleof manufacture, a beam section for a car retarder braking bar, said beamsection being provided at one end with a vertically extending post andat the other end with a projection formed with a socket adapted toreceive a post formed on the end of a similar beam section.

2. As a new article of manufacture, a beam section for a car retarder,said beam section being provided at one end with a web having anintegral upstanding post and at the other end with an overhangingprojection formed with a socket adapted to receive a post on the end ofa similar beam section;

3. Railway braking apparatus comprising two beam sections located end toend beside a track rail, a web integral with one end of one section, avertically disposed post integi ralwith said web, a- PlOjGCiZlllgportion integral with the abutting end of the other section, saidprojecting portion being provided with a socket adapted to receive saidpost, means connected with one and only one of said sections for movingsuch section in directions parallel to the track rail, said postandsocket serving to connect the sections together in such manner thatmovement of such single section causes corresponding movements of bothsections, and means effective when said sections are moved in directionsparallel to saidtrack rail for moving said sections toward the trackrail. v

In testimony whereof I aflix my signature.

HERBERT L. BONE.

